Gas-compressing engine.



No.- s74,4||. Patented May 2|, 190i.

A. H. HELANDER. GAS comPnzssma ENGINE.

7 (Application filed July 6, 1900.) (No Model.) 4 Sheets Sheet I.

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No. 674,411. Patented May 2|, l90l.

A. H. HELANDER.

GAS COMPRESS ING ENGINE.

(Application filed July 6, 1900.) no Model.) 4 Sheets$he et 2.

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A; H. HELANDER.

GAS COMPRESSING ENGINE.

(Application filed July 6, 1900.)

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No. 674,4"; "Paten t ed May 2|, I901.

' A. H. HELANDEFL- I v GASCUMPRESSING ENGINE.

(Application filed July 6, 190 0.) (No Mode l.) 4 Sfieets$heat 14.

UNITED STATES PATENT OFFICE.

AXEL H. HELANDER, OF PUEBLO, COLORADO.

GAS-COMPRESSING ENGINE.

SPECIFICATION forming part of Letters Patent No. 674,411, dated May 21,1901.

Application filed July 6,1900. Serial No. 22,666. kNo modeln To 60% whomit may concern;

Be it known that I, AXEL H. HELANDER, a citizen of the United States,residingin the city of Pueblo, county of Pueblo, State of Colorado, haveinvented certain new and useful- Improvements in Gas- CompressingEngines, of which the following,.taken in connection with theaccompanying drawings, is a full an clear specification. V V

My invention relates to improvements in mechanism for operating theair-inlet and the air-outlet valves of engines for compressing air orother gases.

As ordinarily constructed an air-compressing engine consists of asteam-engine connected to a piston operating within an aircylinder theends of which are alternately opened and closed to the atmosphere and tothe receptacle for receiving the compressed air, the opening to theatmosphere being con trolled by air-inlet valves and the opening to thereceptacle being controlled by air-outlet valves.

In the case of engines for compressing gases other than air the sourceof supply of the gas to be compressed takes the place of the atmospherein the above description.

In the accompanying drawings the steamcylinder is omitted and the onlycylinder shown is the air-cylinder.

In the operation of an air-compressing engine it is desirable to arrangethe air-outlet valves so that they will. open when the air beingcompressed within thecylinder equals in pressure that existing withinthe chamber or receptacle into which the compressed air is to bedischarged. This is desirable for the following reasons: (a) It the airwithin the cylinder were compressed to a higher pressure than that inthe receiving-chamber, there would evidently be a waste of power. (b) Itthe air-outlet valve were opened before the pressure in the air-cylinderequaled that in the receiving-chamber, the air from the latter wouldfiow back into the air-cylinder, a condition manifestly undesirable.

Again, in the operation of an air-compressing engine it is impossible toso design the ai r-cylinder that all the compressed air within thecylinder shall be discharged at the end of each stroke. Certainclearancespaces within the cylinder are necessary, and these spacescontain the compressed air which it is impossible to discharge. As aconsequence it is desirable that the air-inlet valves remain closeduntil owing to the retreat of the aircylinder piston the compressed airreferred to has expanded down to more nearly atmospheric pressure. Ifthe air-inlet valve should open before this condition is reached, it isevident that this compressed air would flow out of the cylinder into theatmosphere.

The object of my invention is to provide valve-gears for both theair-inlet and the air= outlet valves that will meet the above-outlined.desirable requirements. I attain this object in the manner illustratedin the accompanying drawings, in which-- Figure 1 is a verticalelevation of a compressing-engine, showing the air-cylinder and" onemeans of giving the necessary motion to the valve-operating levers. Fig.2 is a vertical elevation of an engine similar to Fig. 1, except that itshows a different mechanism for imparting motion to the valve-operatinglevers. Figs. 3 and 4 are theoretical indicator diagrams showing thepressure secured within the air-cylinders. Figs. 5 and 6 are diagramsillustrating the operation of the valve-gear. Figs. 7 and 8 show indetail the operating-gear from the air outlet and inlet valves,respectively. Fig. 9 is a view of a modification.

Similar symbols refer to similar parts throughout the several views.

Referring to the drawings, 22 isthe air-cylinder, and 21 the pistonmoving within the cylinder. 10 is the inclosed air space or chamber atthe end of the air-cylinder, into which the compressed air is dischargedand which connects with the air-receiver. The air to be compressed isadmitted to the cylinder 22 through ports 7, controlled by valve y, (seeFig. 8,) and the air after being compressed is discharged into chamber10 through ports 8, controlled by valve I. (See Fig. 7.)

Referring particularly to Figs. 7 and 8, the shaft X has pivoted thereonlevers A, G, L, and H, the lovers G and H being connected together andin the drawings shown on one hub. To the lever A is attached a rod E,actuated by any convenient method from the main engine-shaft (See Figs.1 and 2.)

Lever A also carries shaft 0, to which are connected pawls B and D. F isa spring that presses against pawl B. Lever H is connected tooutlet-valve I (see Fig. 7) or inletvalvey (see Fig. 8) by means of rodJ, and lever G is connected to dash-pot piston U inside of dash-pot M bymeans of rod N. Lever L carries a trip K, against which presses springY. Rod 0 is connected at one end to lever L and at the other to pistonZ, operating within what I term the regulating-cylinder P. S is a springwithin the cylinder P, pressing on the piston Z and held by cap T. Aturnbuckle 0 provides adjustment for rod 0. A pipe P connects theair-chamber 10 with cylinder P, as indicated. B is a stop sliding on therod 0 and capable of being held in any position on said rod by theset-screw Q.

Referring to Fig. 7, the operation of the valve-gear is as follows: Fig.7 shows the airoutlet valve open. Upward and downward motion istransmitted to the lever A by means of the rod E, which is actuated fromthe engine shaft 23. (See Figs. 1 and 2.) In this explanation we willfirst assume that the lever A is being moved upwardly, as indicated bythe arrow. The movement of the lever A on the shaft X carries the pawl Bin the same direction, and the pawl. engaging with the end of the leverG communicates motion to the latter. Lever G being on the same shaft asthe lever H moves the latter, and the outlet-valve I is moved in thedirection necessary to close the ports 8 (see Fig. 7) until said portsare closed. The mot-ion of the lever G, operating through the rod N,raises the piston U in the dash-pot M and creates a partial vacuum inthe latter. The pawl D moves with the lever A and passes the trip K,attached to the lever L, the trip K adjusting itself to the passage ofthe pawl and being returned to the position shown in Fig. 7 by theaction of the spring Y. As the revolution of the main shaft 23 (seeFigs. 1 and 2) of the engine continues the motion of the rod E and leverA is reversed, and the pawl D coming in contact with the trip K releasesthe pawl B from the end of lever G, and the latter is returned to itsoriginal position by the action of the dash-pot. piston U and thepartial vacuum created in the dash-pot M, the lever G moving the leverH, which in its turn operates the valve 1, so as to open the port 8.Attention is called to the fact that when the motion of the leverA isreversed it is the action of the piston U in dash-pot M that opens thevalvel unless an accident happens to the dashpotorconnections, in whichcase the projecting stop 60, attached to the lever A, strikes lever Gandforces the valve I open. It is evident from the foregoing that theimportant element in the above gear is the trip K. In order that the airwhich is being compressed in the cylinder 22 shall be discharged intothe chamber 10 or the receiverconnected thereto at the time when thepressure in the cylinder 22 is equal to that in chamber 10, it isnecessary that the trip K be capable of adjustment to suit anyair-pressure that it maybe desir able to maintain. To this end the pipeP communicates the air-pressure in the chamber 10 to the cylinder Punder the piston Z. Accordingly as the pressure is more or less thespring S is compressed more or less by the air-pressure from chamber 10,and as a consequence the position of piston Z varies accordingly as theair'pressure varies, and as a result the position of trip K is varied asthe air-pressure varies in the chamber 10 through the medium of lever L,to which the trip K is attached, and the rod 0, connected to both leverL and piston Z. The initial tension of the spring S may be varied byscrewing the cap T in or out, as may be desired.

The foregoing description of the operation of the air-outlet-valve gearshown in Fig. 7 applies to the operation of the air-inlet-valve gearshown in Fig. 8. Attention is drawn, however, to the fact that whileFig. 7 shows the air-outlet valve open and in a position to beginclosing Fig. 8 shows the air-inlet valve closed, with the pawl D havingpassed the trip K in the forward motion and almost in contact with thetrip in its backward motionin other words, just preceding the point ofopening.

The air-pipe P from chamber 10 is connected to the cylinder P of theair-inlet gear as well as to the cylinder P of the air-outlet gear. Thereason for this lies in the fact that it is extremely desirable, as hasbeen stated, that the air-inlet valve be not opened 'until thecompressed air left in the clearancespaces of the cylinder 22 by theaction of the engine be expanded down to more nearly atmosphericpressure by the movement of the piston 21. If the air-inlet valve wereopened prior to such a condition, compressed air would escape int-o theatmosphere and a loss of power would result. As a consequence the pointin the motion of piston 21 at which the air-inlet valve should opendepends upon the pressure in the chamber 10, and, as explainedheretofore, the position of the trip K being controlled from the chamber10 through the medium of the cylinder P controls the point at which theail-inlet valve will open.

A further explanation of the operation of the valve-gear will beunderstood by reference to the diagrams shown in Figs. 5 and (3 inconnection with Figs. 7 and 8.

Referring first to Fig. 5-2. 6., the diagram of the outlet-air-valvegear-point a shows the position of the valve when the valve-gear is inthe position shown in Fig. '7. When the point I) on Fig. 5 is reached,the valve I is closed. Lever A continues to move in the same directionuntil point 0 is reached, the lap of the valve I being increased from Z)to 0. At this point the motion is reversed and the valve I moved towardthe opening-point by the action of the piston U and dash-pot M. When thepawl D meets the trip K, the pawl B is released from the lever G and thevalve I opened through the action of the piston U and dash-pot M. Theposition where pawl D meets trip K can occur at any point between pointsd and e on Fig. 5 by varying the position of the trip K. As alreadyexplained, the position of the trip K is regulated by the pressure inthe chamber 10 acting through the pipe P on the piston Z in cylinder P.If the initial pressure of spring S is adjusted by cap T so that thevalve I will open at a particular maximum air-pressure in the chamber10, then in case a lower pressure is carried in said chamber the pistonZ in cylinder P willoccupy a'lower position,and thus change the positionof trip K to suit the lower pres-- sure in the chamber 10, so that valveI will open when the pressure in cylinder 22 equals that in chamber 10.

Referring now to Fig. 61l. 6., the diagram of the air-inlet-valvegear-in connection with Fig. 8, the operation is similar in all respectsto that described for the outlet air-valve, except that the valve y,Fig. 8, will open between pointsfand g in Fig. 6, according to theposition of the trip K, Fig. 8. As already explained, the higher thepressure in chamber 10 the later will the valve y open, and similarlythe lower the pressure the earlier will the valve open, the regulationbeing such that the valve opens when the air left in cylinder 22 at theend of each stroke has expanded more nearly to atmospheric pressure.Valve y remains open until point his reached, where it begins to close,and at point-v} isfully closed, continuing to increase its lap to point7', where it begins to move toward the opening-point, which, asexplained, may be at any point between f and g, according to thepressure in the chamber 10.

Figs. 3and 4 show the theoretical indicatordiagrams under two differentconditions of compressionrl. e., Fig. 3 is based upon the compressionbeing twice as great as that in Fig. 4. As heretofore explained, theopeningpoint of the outlet-valve may occur at any point between d and e,Fig. 5, according to the pressure. Thus point h, Fig. 3, shows theopening of the outlet-valve at a point twice as far from k as is thecase in Fig. 4. Likewise, as explained, the opening of the inletvalvemay occur at any point between m and 'n, Fig. 6, according to thepressure in the chamber 10. Thus point 77., Fig. 3, shows the opening ofthe inlet-valve at a point twice as far from m as is the case in Fig. 4.

Under certain conditions (see Figs. 7 and 8) the valve-gear may be madeto operate without the intervention of the pipe P, connecting thechamber 10 with the regulatingcylinder P. It is evident that the pistonZ in P may be raised by hand from the bottom of the cylinder and held insuch position by moving down stop R and securing it to the rod 0 byset-screw Q. In other words, in place of the air-pressure in the chamber10 raising the piston Z and compressing the spring S, and thus adjustingthe position of trip K to suit the pressure in the chamber 10, thespring S may be arbitrarily compressed by raising the piston Z, thelatter being held in its position by stop R, the trip K in the meantimeassuming a position to correspond with the position of the piston Z orto a position corresponding with a pressure in chamber 10 represented bythe position of the piston Z. As a consequence it is evident that theoutlet-valve may be made to open at any arbitrary pressure without theintervention of the pipe P, com mnnicaiii'ig the pressure in the chamber10 to the cylinder P. It is also evident that the spring S in cylinder Pmay be omitted and the piston Z held in any arbitrary position withoutthe pressure or resistance exerted by said spring.

Figs. 7 and 8 show only a portion of one of the cylinders 22, togetherwith the valve-gear relating to that end. Ordinarily outlet and inletvalves are provided on both ends of an air-cylinder, and the valve-gear,&c., for the opposite end of the cylinder from that shown in the figuresreferred to may be made identical with that shown in the drawings. Thisis indicated by Figs. 1 and Attention is called to the fact that onlyone regulatingcylinderP is required for operating the inlet-valves atboth ends of the cylinder 22 and that only one regulating-cylinder P isrequired for operating the outlet-valves at both ends of the cylinder22. Figs. 7 and 8 show the rods 0 continued through the cylinder P tomake connection to the valve-gear connected with the other end of thecylinders. Figs. 1 and 2 show the rod 0 connected to both-sets ofvalve-gear. The chambers 10 at each end of the cylinder are usuallyjoined by a pipe 29, to which is connect-ed pipe 30,'leading to theair-receiver. (See Figs. 1 and 2.)

The necessary motion to rod E may be secured in any approved manner.Figs. 1 and 2 show two methods. In Fig. 1 an eccentric .28 is providedon the main shaft 23 and its reciprocal motion communicated to the rod Ethrough the crank and rods indicated. In Fig. 2 a gear-wheel 24 isprovided on the main shaft 23 and rotary motion communicated to acounter-shaft 26 from the gearwheel by means of the set of gear-wheels25, mounted on suitable shafts. An eccentric 27 is attached to thecounter-shaft 26 and its motion communicated to the rod E, as indicated.

The application of the valve-gear is not limited to the valve shown orto any particular type of valve.

.Another form of regulating cylinder is shown in Fig. 9, valve I beingin a p sition ready to begin closing, the arrangement of valve-gearbeing the same as that shown in Fig. 7. In Fig. 9, P is theregulating-cylinder, as before, containing a piston Z, connected tovalve-gear by rod 0. Pipe P connects chamber 10, as before, to one endof the cylinder P, while pipe 81 connects the other end of the cylinderP to the cylinder 22 through an opening 80. A rod 82, of larger diameterthan the rod 0, is connected to piston Z on the opposite side from therod 0. Caps 83 close the ends of the cylinder P. The operation of thisform of regulating-cylinder is as follows: The pressure from chamber 10is communicated to the side of the piston Z having the least area, (byreason of the rod 82 being larger than the rod 0.) Assuming that thereis no pressure in 22, piston Z is forced upward and trip K moved to aposition to correspond with the position of said piston. Assuming nowthat the engine is started and the pressure in cylinder 22 is graduallyincreased by the movement of the piston 21,

this increasing pressure is communicated to the side of the piston Zhaving the larger area through pipe 81. Now it is evident, owing to thedifference in areas of the two sides of the piston Z, that as thepressure increases in 22 a point will be reached where the piston Z isbalanced- 5. 6., has an equal total pressure on both sides-and that,further, as this pressure in the cylinder 22 increases the pressurebecomes unbalanced until such point that the total pressure on the sideof the piston to which the rod 0 is connected becomes sufficientlygreater than that on the side to which pipe 82 is connected as toovercome the friction of the valve-gear, when piston Z will be forceddownward and trip K moved downward until it comes in contact with pawlD, when it releases pawl .13 from lever G, and the valveI opens, asbefore, by action of dash-pot M. The difference in diameters of rods 0and S2 and consequent effective area of the two sides of piston Z shouldbe such that the valve I will open when the pressure in cylinder 22equals or is slightly less than that in chamber 10.

From the foregoing it is apparent that the arrangement of valve-gearshown in Fig. 9 differs from that shown in Fig. 7 in that the movement.of the trip K, carried by lever L, releases the pawl B from lever G inFig. 9, while in Fig. 7it is the movement of lever A, carrying pawl D,which releases pawl B from lever G by pawl D coming in contact with tripK It is evident that the arrangement shown in Fig. 9 can be modified byreversing the connections of pipes P and 81 with the cylinder P, inwhich case the valve-gearshonld also be reversed, so that trip K wouldrelease pawl B from lever Gwhen moving upwardly instead of when movingdownwardly. It is also evident that rod 82 might be omitted and pipe 81connected to the end of cylinder P having the largerefiective area ofpiston, and P connected to the end of the cylinder having the lessereifective area of piston. In such case the side of piston Z to which rod0 is connected would have the lesser effective area. Variouscombinations may be made to secure this desired result.

I do not limit my invention to the application of the described devicesto air-compressing engines, as they may be applied to engines forcompressing any other gas.

I do not limit my invention to the design of any part or parts shown inthe drawings.

I do not limit my invention to the providing of a separateregulating-cylinder for the control of the operation of each valve. Theregulating-cylinder may be used for the control of one or more valves,may prove desirable or be preferred.

Having described my invention, what I claim, and desire to cover byLetters Patent,

1. In a gas-compressing engine, the combination of a gas-outlet valve orvalves controllin'g the com m unication between the inside of thecompressing-cylinder and the chamber into which the compressed gas isdischarged, a regulating-cylinder containing a piston, a pressure orresistance on one side of said piston, means for communicating thegas-pressure in the chamber into which the compressed gas is dischargedto the other side of said piston, a trip controlling the point ofopening of the gas-outlet valve or valves to automatically open saidvalve or valves when the pressure in the compressing-cylinder issubstantially equal to the pressure in the compression-chamber, andmeans intermediate the piston in said regulating-cylinder and said tripwhereby as the position of the piston varies the position of the trip iscorrespondingly varied.

2. In a gas-compressing engine, the combination of a gas-inlet valve orvalves controlling communication between the inside of thecompressing-cylinder and the source of the gas which is to becompressed, a regulatingcylinder containing a piston, a pressure orresistance on one side of said piston, means for communicating thegas-pressure in the chamber into which the compressed gas is dischargedto the other side of said piston, a trip controlling the point ofopening of the gas-inlet valve or valves to automatically open saidvalve or valves when the pressure in the compression-cylinder is reducedto approximately atmospheric pressure,and means intermediate the pistonin said regulatingcylinder and said trip whereby as the position of thepiston varies the position of the trip is correspondingly varied.

' 3. In a gas-compressing engine, the combination of a gas-outlet valveor valves controlling communication between the inside of thecompressing-cylinder and the chamber into which the compressed gas isdischarged, a

YES

regulatingcylinder containing a piston, a

lating-cylinder and said trip whereby as the position of the pistonvaries the position of the trip is correspondingly varied.

4; In a gas-compressing engine, the combination of a gas-inlet valve orvalves controlling communication between theinside of thecompressing-cylinder and the source of the gas which is to becompressed, a regulatingcylinder containing a piston, a pressure orresistance on one side of said piston, means for varying said pressureor resistance at will, means for communicating the gas-pressure in thechamber into which the compressed gas is discharged to the other side ofsaid piston, a trip controlling the point of opening of the gas-inletvalve or valves, and means intermediate the piston in saidregulating-cylinder and said trip whereby as the position of the pistonvaries the position of the trip is correspondingly varied.

5. In a gas-compressing engine, the combination of a gas-inlet valve orvalves controlling communication between the inside of thecompressing-cylinder and the source of the gas which is to becompressed, a regulating-- cylinder containing a piston, means forholding said piston in any desired position, a trip controlling thepoint of opening of the gasinlet valve or valves, and means whereby asthe position of the piston in said regulatingcylinder varies theposition of said trip is correspondingly varied.

6. In a gas-compressing engine, the combination of a gas-outlet valve orvalves con trolling the communication between the inside of thecompressing-cylinder and the chamber into which the compressed gas isdischarged, a regulating-cylinder containing a piston, means for holdingsaid piston in any desired position, a trip controlling the point ofopening of the gas-outlet valve or valves, and means whereby as theposition of the piston in said regulating-cylinder varies the positionof said trip is correspondingly varied.

7. In a gas-compressing engine, the combination of a gas-outlet valve orvalves controlwhich the compressed gas is discharged, a

regulating-cylinder containing a piston having an effective area of oneside less than the efiective area of the other, means for communicatingthe gas-pressure in the chamber into which the compressed gas isdischarged to one side of said piston, means for communicating thegas-pressure in the compressing cylinder to the other side of saidpiston, means for communicating the movement of said piston to a tripcontrolling the point of opening of the gas-outlet valve or valves, andmeans intermediate the piston in said regulating-cylinder and said tripwhereby as the position of the piston varies the position of the trip iscorrespondingly varied.

8. In a gas-compressing engine, the combination of a gas-inlet valve orvalves controlling oommunication between the inside of thecompressing-cylinder and the source of the gas which is to becompressed, a regulatingcylinder containing a piston having an efiectivearea of one side less than the effective area of the other side, meansfor communicating the gas-pressure in the chamber into which thecompressed gas is discharged to one side of said piston, means forcommunicating the gas-pressure in the compressing-cylinder to the otherside of said piston, means for communicating the movement of said pistonto a trip controlling the point of opening of the gas-inlet valve orvalves, and means intermediate the piston in said regulating-cylinderand said trip whereby as the position of the piston varies the positionof the trip is correspondingly varied.

In testimony whereof I have hereunto set my hand this 26th day of June,A. D. 1900.

A. H. HELANDER. Witnesses:

JAS. F. CHAPMAN, W. F. RUST.

